Railroad tank-car.



RTENTED FEB. 6, 1905.

Nn. M2096.

.ivm @Mhmmi :Im TED Sf'fifns PATEK? GFFICE.

Lee eeeeeeeng'ee eee'eee. eeeeeze TERRHQRY. .eee Y eiGNee To Gelee @nenne COMPANY A eoRPoRATon F ne??? JERSEY.

RAILROAD TANK-cm.;

To @il when@ may emmene): Y Y

Be it known that LrGeoRee LEE SOUTH ARDfe. eitieen 0f the United Stettee, esl et Southard, in the county ef Beie emi Te?- rtery of (JkahQma, have nente new end useful im rovements in Reirm Tank-Cars, of which t e folowing is e, speeieate'n.

This invention relates more partiuery te tank-cars for the transpertation on raroeds of o and other iqude; 'but each of the improvernents eemgeesie' the same isintended to be secured im" ati t e uses to which it can be eppied with or Without modieetin: i'

Feet. .Rei'eed tank-ears ere subjected in more perteuery of bufng,` and much et?. tentxen has been devoted to the constrnetey streee, x'he minimizing the'wei hifi aso vegy mlortent te mlnmlze t e emennt impe"V tence te ntize the tanks of eers whiearer 'i reason er another have failed an made. The'erdmery raireed tank-eer een-f sietei in addition to the Wheeed tge feet, a patform-eer, mi@ wfn'eh rests thereen end'e iew 'enndietetivey, 111, this type @freer the anY pning eppeneee et the reepeeeen'ce of the ea main or whoy by te underuee te eet-vere stesses of heffing and puriegf of the eers ei sufficient strength to resist such of repairs. t is further a matter af W tanks me? he igtxter than they Weni rst, en nnderrame which eene nt metier; engitudinaiy, trensversey,

eti'eeees retransmitted between the eelg freine. ln not er end recent type ef car the bung and puing aplienees are secured to the tank itself in sue manner that the stressee a'e transmitted therein?. This conf struction enebes an unerne te be dis-r, peneed with. Teleeeeei eeenY made Yer grepese in whieh te'efis se- Gued te t e unerframe 'msnen meneer theftY eenstent retin n the transmission of Stresses. In this tylpe, es in the two former types, there is ne distinction in the transmission between heffing and peiling er between lesse:- and greater streeees. AH are transmitted alike, or precticaly se.' in eeeerdance with the present nventen te' teak and a parae stresetransmitting member, which is best n the form of en aeelrfeme, are both of tem connected wit the bung end puling appi Letters reteetfwf 'i 19ers. earning. siegte.

I ences in nrnnef thet at leest ene an meetfegegtggeeesy Vboth of them serve fei- V55,

Eier; ef bufng stess'eegfnt l A A Ybeet e constant and nneeg cenneetien'eet stress-trensmiting inem? bete-fneniey, the tank am the peeee es nLehe-V-With the bung en *tilting appliances in; transmissien ef peng streeses tie'e is intrede-eed inte the te' connectins with espeette'bnng stresses e eeseness 'whisk ees not exist in those ef the parael 65 member end which is teken up when e eer'- tlegeee ef bufngstress is attained. Thus *tee m y be and most edt-*entegeeeeg is e between the trensmeem bei enf? pulling stresses, Y respeetvey. and 7o tere e e fstnction between the teneme- 'ef bufing stresses YefY Y e. it-'higher fes eetivey. The eteeeeeee Imrne byA the tene ie reti@ ftanthei'ghterbungstreeeee Je tank 7 5 eenbe'reieved ef lesser eeeie. @lese repetitile, netwtbeteedng their snaness, tend te 'eeen' 'the ta-nvete eed Weieh eY peralelV et theeeme time Ythe eteegth ef the tank can Se ee eteer in resisting greater shoeks, xsf-bieb.. 'are apt te Vbeefez-:vs frequent olrren'ee. KThe resistance te be oveeeme and the extent et mevernent requedto take u the leoeeness in the hung eereeeeten ef t. e tank een be varient; but 1t ie Yetnezerecl an edventege' and s eee imevement to make the registsee itened memes?,

te #eet te lmin stresses `beim-eee sfifgg e the bu ng and epg Yeiein ef motion 1S eeeene e etenner winch teerd net interfere with ensure meetene onseness in the tank eonnectiens with eepeet te bung stresse, it een- 10o eidered e further advantage end speee im pmfenent te 'make the nnng conne-Stiens "ef the tank itxs'tjgibe, sethet they can the nereeesy be nn'e and kent tightE Longitnrnay-adus'tbe tank eenneetees are, :o5 mereevee beieved tenueV new er efteet the limited loose connections for the tank with respect to buflng stresses and are so intended to be secured hereby. An additional improvement consists in interconnecting the two stress-transmitting members in such manner that longitudinal motion of one independent of the other is prevented, except as such motion may be required in taking up the before-mentioned looseness in the buffing lo connections of the tank. Such interconnection can best be made through the beforementioned pulling connections of the tank; but it need not be thus constituted, and it is intended to be secured with or without pullin [5 connections for the tank. In the cars use on American railroads the bufhn and pulling appliances are commonly unite as a draftrig ing with housing and draw-bar with or wit out bufferlate behind the couplerw head, and similar y-united appliances are primarily intended 1n this specification under the expression buling and pulling ap liances, but this ex ression is also inten ed b extension to inc udc in general any suitable form of appliances for these purposes, whether the pu mg and buflng are or are not performed in whole or in part by the same devices.

Second. For repairin tank-cars it is de- 3o sirable that the tanks siould be removable from the body-holsters and the buihng and pulling appliances as well as from the' arallel stress-transmitting members when t ese are employed. Heretofore, so far as I am aware, 1n cars which dispense with such members the tanks have not been removable; but they are permanently attached to the bodybo'lsters and the buffin and pulling applilances. In cars which ave such members 4Q and utilize the tanks also as stress-transmittingY members the tanks have been permanently attached, directly or indirectl to the body-holsters and the bufiing and pu ling appliances as well as tothe parallel stress-transmitting member. ln cars of the ordinary type the tanks have been removable; but the removably-attaching means employed therein have merely held the tanks in lace on the underframe. In accordance wit 1 the pres- 5o ent invention the tank is removably attached directly or indirectly to the body-holsters and the buflingir and pulling appliances as well as to the parallel stress-transmitting member when employed as best it would be) by 5 5 means which enable the tank to uphold the buiiing and pullingr ap iliances and to transmit the boiling and pullingstresses from or to said appliances. Thus even without a parallel stress transmittin member the car 6o could travel if the tank s iould be in place or with such arallel member in place the car could trave Without a tank.

Third. `/For carrying into effect .the hereinbefore-mcntioned new features much latitude of construction and arrangement is permissible; but'in order to carrythem out in what is considered the best way certain constructions and arrangements have been adopted which are believed torbe new and are accordingly included in the invention as 7o special improvements. Moreover, they, or some of them at leastf,` are believed to exhibit novelty, irrespective of their use for carrying out the hereinabove-mentioned new features and irrespective also of their embodiment in forms adapted to such use. The description of them can best be given in connection with the accolnpanyin drawings- The drawings il ustrate what is considered the best mode of carryingr the invention into 8o effect, and it will bc understood that additions, omissions, and modifications can be made indefinitely so long thc substance of any ontl or more of the hereinafter-written claims is taken.

Figure 1 is a view, partly in plan and partly in horizontal section, of the underframe ol a railroad tank-car in aecordanc(` with the invention, the tank `and the wheeled trucks being removed and the brake mechanism carried 9o by the undcrframe beingr shown. Fig. 2 is a vlew, partly in sidi` elevation and partly in vertical longitudinal section, of said car. Figs. 3 and 4 are detail views showing modified forms (within the invention) of one ot' the 95 push-pockets o' said car. Fig.' 5 is an end view of the car, (draw-bar in section.) Fig.

6 is a view in side elevation of the .underframe and tank at one end of the carl Figs. 7 and 8 are cross-sections on lines A A `and B wo B, res ectively, Fig. 6, lookingr in the direction o the arrows. Fig. 9 is a detail view on lin(l C (l, Fig. 8, looking in the direction of the arrow. Fig. 1() is a View of the underframe in cross-section at the middle of the car, and io 5 Figs. 11 and 12 are views similar to Fig. 8 of modified arrangements within the invention.

As shown, below the tank rzy there is an underframe which forms a stress-transmitting member parallel with the tank a and which is 11o composed of crossconnected longitudinal sills b of flanged metal--nainely, channelbeams in Fig. 12 and I-beams in preceding? figures. The cross connection shown consists of a top plate c, riveted to the to flanges 1 15 ol' the sills, and lattice-bars d, riveter to their bottom. flanges. ln addition to the crossconnected .sills the underframe also includes a saddle-'plate e at each end of the car. The saddle-plate is riveted to the top ilanges of 12o the longitudinal sills, which are best swagcd into an oblique osition, Figs. 6, 7, S, and 12, under thc sad le-plates and left horizontal between the trucks, Fig. 1l). The top {langt-s can, however, be left horizontal throughouty wedge-shaped filling-pieces f being interposed, Fig. 11, below the saddle-plate. In either wa f each saddle-plate is provided with seats con orming with its curvature. The top plate c is best continued under thc saddle- 13o xo yr'eerred description.

The e eet af beth heffing 3o der and 7, anzi between the heady-belgien and the V The strap y' of the drew-ear 3f @neil-cles the foowers Z and im, whose zespeeeie mee-efY`Y ments are restranef in @Re eee by the 15 @Responding progeetiees n. ef eetin riveted to the Webs 0 sills Between t e f01- lowers is e easing p, Wlieh is efeiemy shorter than the space between he feewers when ech'e them is against its preg'eetien n zo t@ 119W the desired amount of meten. In-

side tile easing p are three weges g 'r s and e s ring t, and the inner feces of the side salie o casing gn o positie the weges age eerie spending] ine med.

and pullg stresses appie te te rmwbar is to bring the' uewers i m einser together. YUi'affe' while e eee'es m is heid stationary. Un stress he feewer fm. is drawn ieee ward, whi e Vfemffer Z is held stationary. i eizer way he foewers appz-sash each et Y and the Wed es q a" ere feree ini@ the easing' p whose ob Medy-disposed side Wa rce em reward @eeh ether. Beth the engiui dina and he .atera mefens of We utward movement Gf the rifa-W 1" is el 4a rested by contact with eaeh ether et eeereeexxds of the e, Gfeater'stree e. eee-. f A ainsi; eung stress) is needed ere than. in t e mdde portion of the underere for one frame actag Vai; parae struts. Aneber reason far having tie sacfekites exe' z grex-ee.

@sgi are communicated to the wege s, vait e: *I seqeea cempressien of the sprme spendinglv uey-hekers and bua afi-.fi ee' f'go ing apphances. This is desirs bie ene Teasog-fm rder te strengthen @theA grejeetng beeaase er'. sach midde pertion the *heavier buin s woud, as shown, be y the' tank and isha iier- Each of them passes a.. hele nm.

The exees'en of the saddle-` lates aong with its ees by ieneban s z with the tank brings fr? the tanknte aeon supye-ieg fol-the bufng 3mi pelljeg efpinee giving greater' stebiy egalst i w Stresses ce of the eefefp'e i ger ef bending e? eeeng the sis near the bGdY-beseis;

the integesten e? bedlan s 2, which may be see-ae@ gfeeiter, iig. 7, t0 the sadde- V'iee'banks are adventa. eens fer ene e-@euse they can be s epe to as@ 'fedete e. ank of whatever femeer imts of @curse be'esred to empey. Tme sedde-plates of the same dafnete may serve satisfact'ory with tanks of ezit diameters, and tanks Qt' ieent diem traje be used at diferet mes ef; le l in ez'er te hold the tank er; the merframe, it must be restrained fram eegtui- 'l 'eee. and rotaryv movefefe infiele underframe, eeep'ee e Em te gement'in one nr ether ef' teeeweys Intl' .and the milk-eee I mevement, and by theig' l ese motion is prev 3 e te the teak eef *spesed fee e? e esei iis lon "te mei ne mary motuns.

fksrsgewn? he e ae the ferm of cvindee er 51351? partiell of the teak- Y* The tank e reses a the ends in ehe heilige? Y l uppeiserfeee e? the saddeates best. wh

iengtudixmhy he saddle-plates e,

iiD

and tankbands the car is ready for service. It facilitates placing ofthe tank in osition to have the devices 4 on each side o the car so placed as to leave tree spaces between them and the opposing parts when the tank is in place. The adjustability of the bolts 6 (by screwing up their nuts) enables tight connections to be iliade. As a further means f or facilitating the placing of the tank in position the faces of devices 4 are sloped at their lower part, as shown at 7, Figs. 6 and 9, their up )er parts being vertical, The free spaces lietween devices 4 and opposing parts allow the tank to expand when steamed out or when its contents are heated.

As thus far described7 the pulling stresses are transmitted from the halting and nilling a pliances at one end ol the cai' to those at tllie other through the cross-connected sills b, as a tie member parallel with the tank, and also to a certain extent through the tank o in consequence ol the tight connection of the tank with said appliances b v means of the bolts 6 and saddleplates e. With free spaces between the devices 4 and the opposing parts ofthe underl'rainenamely', the edges of the saddle-platese and thefacesof devices 5the bulling stresses will be transmitted whollir through the cross-conne(:ted sills fi as a strut member parallel with the tank. The tank f1 will, however, itselfl be brought into action as a strut member to transmit buing stresses by contact of the devices -1 with said opposing parts. W'liile such contact existav the buii'ing stress will cause pressure ol' said parts against the devices 4 at one end of the tank, and this pressure will be transmitted b v the latter to the devices 4 at the other end ol' the cars and be communicated by the latter devices 4 to the corresptmdin(r saddle-plate ef To utilize thc tank (L, therefore, constantly as a transmitter of liuliing stress, it is onlv necessary that there should be constant contact of the devices 4 with the o iposing parts ol" the underfraine, and to relieve it ol'` such stress it is onl)v necessary to avoid such contact. It is important, however, to relieve the tank of lesser shocks while bringing it into action to help sustain the greater ones. As shown, therefore, a looseness intrmluced into the tank connections with respect to buil? i ing stresses by having a certain space be tween each device 4 and the opposing parts ol the underl'ranie; but this looscness is lim-- ited, so that it can be taken up when a certain degree of butling stress is attained. lhus the spaces between devices i and the opposing parts are so small that a corresponding shortening of the sills b can take place witl1- out breakage or permanent defornnition. When the boiling stress beeoi nes great enough Ito shorten (by deflection) the `sills to this extent, there is a tight bulling connection between the two ends of thc car bnv wav ol' the tank a, as well as b y way' of the sills li, which continue to act as a parallel st ress-translnitting member. The ratio in which the tank a transmits buliing stresses varies from zero (before Contact) to a material pinpoition (al-V ter contact.) What the linal proportion will be depends upon the resistance which the sills l may oppose to shortening. The less their resistance the larger the proportion of the boiling stresses which the tank o will have to support after contact.

ln order that the devices 4 mai;v best resist the pressure put upon them, this is brought to bear n ion them as near to the tank ay as practiwtble, and the bases ol' iid devices are extended beyond the contact-faces, shown in Fig. Si, so that said bases to a certain extent overlap the saddle-plates e.

lt is considered best to have about one-six" teenth of an inch space lnftwecn each devi i and those portions of saddle c and device 2' with which it makes contact. This would re unire thc underiranie to be shortened about an eighth of an inch before contact. "liny` space should be large enough to relieve the tank of thc lesser shocks and not so large as to involve breakage or permanent deforma tion of the under frame in order to bring the tank into action as a stress transmitting member. 'llle nnderlramc may consist of two twclvcdncli I-bcains, fortyY pounds to the running tool covered with a top plate of lialliricli thickness 4hcsc ligurcs and any others herein set forth arc given onl)y by way of example. lt is preferred to have the space (viven above as about onocighth inch) divided. about equally between the two ends of the car, but it ma \v lie divided in any ratio. lt could he all at one end of the car. ln such case the devices t at this end ol' thc car would bc drawn close up against the opposing parts, and the tank would beheld thcrcb)v from iongitndinal motion inde ieiident ol' the underl'raiue, irrespective of t c devices 4- and and bolts l at the other end of the car. vWhen thel devices 4 are in contact with the .pposing iarts, they lfold the tank from inde )endent longitudinal motion. Were the bo ts' t5 to break, the devices 4 would b v contact with thc crossednnected sills i restrain the rotar)Y and to soiue extent the trai'isversc motion also oli the tank o,

Should thel uinlcri'ranie between trucks be broken or cot ont, the tank o would still remain attached to the saddleeplates, sind con-- sequcntiiA could travel. The bolts *j should in such case be tightened al both ends ol the car. The boiling and pulling aipliances would be supported h v the trink, which would transmit all the stresses oi boiling and pulling. fit the same time the tank would be rcadil)v removable imm said appliances and from the hotly-holsters by loosening the tank-hamls E and loosening and removing the bolts (i.

ln order to guard against the tank leaking ICO fare cannot be used. By sa- Y y Y beyn Y mis there@ b baits B,

li ggd b'smet.. mi shown in Fig. L. The te @Quid or'n the back, as in Figs. 1,' 5; annwhor there Y.

4o cuud he a. permanent. bc; 1.3;, :is in Fig. 3. br

The center beang-bocts'g are best com# psed, Figs, l, and 7, eagei of a hrizontal pla f' mi upright sides SWtx transverse vrtica webs H3., the top bein left 0 en. E?

' rj; serrespondn 2 f j 22, Fig. 2, an at 23 L; n which is he hue for the king-pig, The Uamverse Wes 19 ara best made't 5o diminish in height toward the center, Fig.

.nkem theleve' Y 4j' Ythrmggglfl the rod 'l r'mecter with the Y away in the middle and angi 6o fnur eges. im fmges 25 ag# the arm Y1s ailnache to Que.

At 57 is the train-pipe,secured to the sills b by clips 58 and termlnating at each end in he usual angle-cock 59 and coupling-hose 50,

At 61 is the pipe for emptying the tank.

At 62 is the running-board with ladders 63.

At 64 are grab-irons.

At 65 is a shaft mounted in bearin s and having a lever-arm which is connecte by a chain 66 with a coupler-pin to enable one to uncouple cars without going between them.

At 67 is a hand-rail.

The car can be used as tank-cars are commonly em loved or in any desired way. It has great acility for making repairs, and it is f believed that even with com aratively light tank it will be able to stand t e conditions of modern railroading with an under-frame of moderate weight and without requiring much repairing. Tanks which have been in use in the ordinary type of cars can be provided with the devices 4 and be mounted as described for tank a, and it is believed that the so-remodeled cars will com are favorably with cars embodying tanks oFlike condition remodeled on other systems. Such tanks naturally require more attention than new tanks to keep them from leaking. They will not stand the same pressures as new tanks The present invention enables the proper attenti on to be given to them with facility and the stresses to be apportioned between the tank and underframe, so as to utilize the tank to the best advantage as a stress-transmitting member. Y

In remodeling a tank-car havingan under- -frame a propriately constructed to receive saddle-p ates e these, in connection with bedplank 2, attaching devices 5, tank-bands z, and tank-band brackets y, could be used with both an old underframe and an old tank, the latter being provided With thedevices 4.

I claim as my invention or discove 1. A railroad tank-car in Whichrliuffin stresses are transmitted jointly by the tan and a stress-transmittin member parallel thereto, characterized by having in the tank connections with res ect to such stresses a looseness which is ta en up when a certain de ee of bufiing stress is attained, substantia ly as described.

2. A-railroad tank-car in which bufiin stresses are transmitted jointly by the tanli and a stresstransmittin member parallel thereto, characterized by baring .in the tank `connections with respect to such stresses a looseness which is taken up by a small movement against large resistance, sultantially as described.

3. A railroad tank-car in which bufiin stresses are transmitted jointly by the tanl and a stress-transmittin member ,arallel thereto, characterized by aving in t e tank connections with res ect to suoli stresses a looseness which is ta en up by the shortening of said parallel member under compression within its limit of elasticity, substantially as described,

4. A railroad tank-car in which butling stresses are transmitted jointly by the tank and a stress-transmitting member parallel thereto, characterized by having constant and uniform tank connections with respect to pulling stresses, along with a. limited looseness in the tank connections with respect to baiting stresses, substantially as described.

5. A railroad tank-car in which batting stresses are transmitted jointly by tbc tank and a stress transmitting member parallel thereto, characterized by having adjustable pulling connections for the tank along with )ufhng connections therefor which are loose to a limited extent, substantiallyas described.

6. A railroad tank-car with stress-transmitting member parallel with the tank, characterized by having longitudinally-adjustable pulling connections for the tank, substantially as described.

7. A railroad tankcar in which bufiing stresses are transmitted jointly by the tank and a stress transmitting member parallel thereto, characterized by having a limited looseness with respect to buthng stresses in the connections of a tank which is held from independent longitudinal motion not required for takin Y up said looseness, substantially as describe 8. A railroad tank-car with stress-transmitting member parallel with the tank,"char acterized by havin tank connections at the ends of the tank, w ich connections restrain independent longitudinal motion otherwise while allowing expansion of the tank or shortening of the said parallel member to take lplace, substantially as described.

9. A railroad tank-car with two parallel stress-transmitting members, one of which is constituted by the tank, said car having a limited looseness in the tank connections with respect to baiting stresses and also having said members interconnected to prevent independent longitudinal movement. except as such movement may be required in taking up said looseness, substantially as described.

10. A railroad tank-car com osed of a tank, an underframe, and wheeed trucks, and characterized by tank connections which are loose to a limited extent with respect to buiiing stresses, substantially as described.

11. A railroad tank-car com osed of a tank, an under-frame, and .whee ed trucks, and characterized by tank connections which are loose to a limited extent with respect to butiing stresses, but tight with respect to f stresses tending to move the tank bodilv on the taak in p ce GB th bQdV-blters; but

gasa

with attachin means w'heh noi any set'au asa Support the bung and puing gigances and tramsmit bi1-Ring `and pix; streasss between them and @ha tgfg, tay as'describef. Y Y v j 13. Araih'oud mnkcar having@ femm*- able tank and alsa a parllel am-transmit? ting member, the tank providef Wit? szggeh r' mit bung and puliing stressesbwe them ami ha tank, substantiay as 'e lates pemanent f: said sil s extendn tfrvzaugnV aegn sters, and the sadfle-pntes tween the bolsita centers an the Y as described,

Y @Ying z'erframe being compos@ atfez bein first farie gssid si s,wh1ch Y Y f5 renforcemmxt ,wacom and stresses ae Y wieh receive the be- I3@ taff-Mi iliern and `with saddle-plates which overlie said draft-rigging, and said tank restiupr in said saddle-` lates and connected therewith' by tank-ben s and by means to restrain independent longitudinal and rotary movement Von the part of said tank, substantially as described. f

2l), A railroad tank-car having two sets of angle-pieces, bolted lmi'ethcr, one set on the tank and the other set on parts by which the tonic is supported, substantially as described.

bti. A railroad tank-car having the tank connected with tank supporting parts by bolts which extend lengthwise of the oar, snlmtunl iallyv as described.

3i. A railroad tank-car having the tank comwcicd with an nnderfraine by bolts which extend lengthwise of the rar, substantially as ilesrlrilwdY 32. A railroad tank-car having the tank conneclrvl with sadillfeplates by bolts which extend lengthwise of the car, substantially as described 33. A railroad tank-car having a tank With proji-'cting devices on the bottom thereof on opposite sides ol' the longitudinal middle porftion ol said l'iottom, leaving; the said middle l portion clear, and also having .means whereby bufiing stresses can be communicated to the tank through said devices, substantially as described,

34. A railroad tank-car in which bnfling stresses are transmitted through the tank b r contact of projecting: devices on the tan with tank-supioi-ting parts with which said devices are out of Contact in the absence ot' hufling stress, substantially as described.

3.5. A. railroad tank-car composed of a tank, an underframe of longitudinal sills and saddle-plates, und wheeled trucks, and furthor characterized b v projectingr devices on the tank normally our ol' contact with opposing parts of tbc onderl'rann' and also by mcanslor holding the tank in place on said nmlcrlrnnn` while allowingr such motion as .results Yfrom expansion ol the tank or shortcoing ol" the iniderl'rame, substantially as descri bei i.

fill, il. railroad tank -f ca r composed. of a tank, :in underlrame ol' ionfufitudinal sills and saildlo-plates, ami wheelec'l trucks, and further characterized by projecting' devices on the tank normally on t1 ol contact lvitll opposingF parts of the inidcrl'rame, `vet near enough to come together upon shortcnirnir of the unflerfranxe under bollini; stress, substantially as drsvrilieil.V

3T. .l n combination with an Llndcrfraineot longitudinal sills and saddle-plates a tank provided with projecting devices secured to the tank laterally bevond the sills and longitndinallv behind the saddle-plates, substantially as described.

3S. ln coniliiination with an underl'ralne, a

removable tank provided with projecting devices having sloped faces for guiding thc tank into .'position on the underfrarne, substantially as described.

39. In combination with an underframe, a removable tank provided with projecting devices having sloped faces for guiding the tank into position on the underfran'ie, and vertical faces for communication of buflingr stress when the tank is in position, substantially as described.

40. A railroad tank-car composed of an underrame, a tank, and wheeled trucks, and characterized by possessing each of the following features, namel longitudinal sills extending through the body-holsters and receiving the draft-rigging between them, saddle-plates lving mainly between the bolster centers an secured to said'sills, tank-bands secured to said saddle-plates near the ends of the car, projecting devices secured to the tank laterally beyond said sills and longitudinally behind said saddle-plates, com anion devices on said saddle-plates, and bo ts between the two sets of devices, substantially as described.

41. A railroad tank-car havingaddleplates which lie mainlv between the bolster centers and the ends of the car and which are provided near the car ends withcombined tank-band brackets and push-pockets, substantially as described.

42. A combined tank-band bracket and push-pocket, substantially as described.

43. A push-pocket having` a curved base, substantially as described.

44. A pushocket composed'of a curved base, a side wall, and a bottom, substantiallyv as described. .i

45. A pushocket composed of a curved base, a' side wallfa back, and a bottor'n7 substantially as described. :f

4o'. A combined bracket andpush-pocket, composed of a base, a side wall, a ledge on one side ol'L ysaid wall to form thekbottom ofthe push-pocket, and a ledge on the Iother side ol said wall to form part bf the bracket, substantially as described. Y

47. A railroad tank-car having sills which receive tbc draftrigging between them and also having an penbottomed nose-piece which is provided with lugs on opposite sides of the draw-bar opening in position to underlie the ends of a cross-support flor said draw-V bar, substantially as described.

48. A nose-piece haviner vertical attaching-flanges interconnected by a horizontal transverse web, and also having lugs on 0pposito sides of the draw-bar o .ning in position to underlie the ends o a cross-support for said cross-bar, substantially` as dcscribed.

49. A nose-piece havin a ulley-bracket secured thereto on one side clp the drawebar opening in said nose-piece, substantially as described.

the ends of the car andbeing d TOO 50. A nose-piece having secured thereto a pulley-bracket in the form of a bent metal strip with its ends lap ed and fastened to the nose-piece, substantie ly as described.

51. A pulley-bracket in the form of a bent metal strip with its ends brought together in a parallel position, rovided with a lug for the end ofV the brake-c ain, substantially as described.

52. A railroad tankcar havin an underrame composed of longitudinal si ls with outboard arms and center blocks, the center blocks which are located between said sills andare secured to the vertical Webs thereof being open-topped and composed each of a horizontal Plate and upright sides with a series of vertical transverse webs, substantially as described.

53. A centel` block for a bolster, composed of a horizontal plate, a circular disk on ther under face of said plate, u right sides, and a series of transverse vertica webs, the spaces between said webs being open above, substantially as described.

54. A center block for a bolster composed r of a horizlontal plate, a circular disk on the under face of said plate, u ri ht sides, and a number of transverse vert`ca webs decreasing in height towardv the center, the spaces between said webs being open above, substantially as described.

55. Afourfsided outboard bearin arm, having a vertical web flanged on eac ci its four edges, and also having its bottom offset near its outer end to ieave a side bearing, substantially as described.

56. A railroad tank-car having a tank with devices fastened thereto and arran ed to make contact longitudinally of the tan with tank-eng orting 1rzarts to which said tank is remove E? attac ed, and also having tight coverlates inside the tank over the areas of fastening said devices, substantially as described.

57. A railroad tankcar in which birding stresses are transmitted jointly by the'tank and a stress transmittin member parallel thereto, characterized by aving on the cylindrical or body portion of the tank connes tions for such stresses in which connections is provided a looseness to be taken up when a certain de ee of buflin stress is attained, substantie v as described.

5S. railroad tank-car in which buing stresses are transmitted jointly by the tank and a stress transmittin member parallel thereto, characterized byiaving on the cylindrical or body portion of the tank connections for such stresses in which connections is provided a looseness to be taken up by a small movement a ainst large resistance, substantially as descrl ed.

59, A' railroad tank-car having tank seats v or saddles underlyin a removable tank not only at the regions o the body-holsters, but also between said regions and the ends of the tank, and also having means for attacbin the bu'fiing and ulling appliances to sai tank between said body-bolster re ions and the ends of the tanks, substantie ly as described.

1n testimonyr whereof I aliix my signature in presence of two subscribing witnesses.

lNEz LOWE Son'rnaan, C. E. Fonos. 

